Automated highway system (ahs)

ABSTRACT

A system and method for controlling vehicles and for providing assistance to operated vehicles is discussed and described herein.

RELATED CASES

The present application is a continuation-in-part of U.S. patentapplication Ser. No. 15/091,474, filed Apr. 5, 2016, which claimspriority to U.S. Provisional Patent Application No. 62/252,261, filedNov. 6, 2015, and U.S. Provisional Patent Application No. 62/272,010,filed Dec. 28, 2015, each of which are incorporated by reference for allpurposes as if set forth herein in their entireties.

TECHNICAL FIELD

The present disclosure relates generally to automotive controls, andmore specifically to an automated highway system for controlling andassisting vehicle operations.

BACKGROUND OF THE INVENTION

Until recently, control of vehicle operations was typically manual.

SUMMARY OF THE INVENTION

A system is disclosed for controlling and providing control assistancefor vehicles.

Other systems, methods, features, and advantages of the presentdisclosure will be or become apparent to one with skill in the art uponexamination of the following drawings and detailed description. It isintended that all such additional systems, methods, features, andadvantages be included within this description, be within the scope ofthe present disclosure, and be protected by the accompanying claims.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

Aspects of the disclosure can be better understood with reference to thefollowing drawings. The components in the drawings are not necessarilyto scale, emphasis instead being placed upon clearly illustrating theprinciples of the present disclosure. Moreover, in the drawings, likereference numerals designate corresponding parts throughout the severalviews, and in which:

FIG. 1 is a diagram of a system 100 for providing highway automation, inaccordance with an exemplary embodiment of the present disclosure;

FIG. 2 is a diagram of a system 200 for providing highway automation, inaccordance with an exemplary embodiment of the present disclosure;

FIG. 3 is a diagram of a system 300 for providing highway automation, inaccordance with an exemplary embodiment of the present disclosure;

FIG. 4 is a diagram of a system 400 for providing highway automation, inaccordance with an exemplary embodiment of the present disclosure;

FIG. 5 is a diagram of a system 500 for providing highway automation, inaccordance with an exemplary embodiment of the present disclosure; and

FIG. 6 is a diagram of a system 600 for providing highway automation, inaccordance with an exemplary embodiment of the present disclosure.

DETAILED DESCRIPTION OF THE INVENTION

In the description that follows, like parts are marked throughout thespecification and drawings with the same reference numerals. The drawingfigures might not be to scale and certain components can be shown ingeneralized or schematic form and identified by commercial designationsin the interest of clarity and conciseness.

As used herein, the singular forms “a”, “an” and “the” are intended toinclude the plural forms as well, unless the context clearly indicatesotherwise. It will be further understood that the terms “comprises”and/or “comprising,” when used in this specification, specify thepresence of stated features, integers, steps, operations, elements,and/or components, but do not preclude the presence or addition of oneor more other features, integers, steps, operations, elements,components, and/or groups thereof. As used herein, the term “and/or”includes any and all combinations of one or more of the associatedlisted items. As used herein, phrases such as “between X and Y” and“between about X and Y” should be interpreted to include X and Y. Asused herein, phrases such as “between about X and Y” mean “between aboutX and about Y.” As used herein, phrases such as “from about X to Y” mean“from about X to about Y.”

As used herein, the terms Automated Highway System, (AHS) and/orIoliroad are interchangeable.

As used herein, the terms “vehicle-to-vehicle”,vehicle-to-infrastructure”, “infrastructure-to-vehicle”,infrastructure-to-infrastructure” and “VCU-to-VCU”, “VCU-to-HCU”,“HCU-to“VCU”, HCU-to-HCU”, respectively, are interchangeable.

As used herein, “hardware” can include a combination of discretecomponents, an integrated circuit, an application-specific integratedcircuit, a field programmable gate array, or other suitable hardware. Asused herein, “software” can include one or more objects, agents,threads, lines of code, subroutines, separate software applications, twoor more lines of code or other suitable software structures operating intwo or more software applications, on one or more processors (where aprocessor includes a microcomputer or other suitable controller, memorydevices, input-output devices, displays, touch screens, data inputdevices such as a keyboard or a mouse, peripherals such as printers andspeakers, associated drivers, control cards, power sources, networkdevices, docking station devices, or other suitable devices operatingunder control of software systems in conjunction with the processor orother devices), or other suitable software structures. In one exemplaryembodiment, software can include one or more lines of code or othersuitable software structures operating in a general purpose softwareapplication, such as an operating system, and one or more lines of codeor other suitable software structures operating in a specific purposesoftware application. As used herein, the term “couple” and its cognateterms, such as “couples” and “coupled,” can include a physicalconnection (such as a copper conductor), a virtual connection (such asthrough randomly assigned memory locations of a data memory device), alogical connection (such as through logical gates of a semiconductingdevice), wireless communication, other suitable connections, or asuitable combination of such connections.

a. Design

1. Database Definitions

Note: For the purposes of this document, any reference to the term“highway” or “highways” (in both cases the first letter being lower caseexcept at the beginning of a sentence) means any public or private way,street, road, highway, turnpike, freeway, throughway, autobahn,auto-route, rural route or any term used as a high speed public road(Private, Interstate, Toll road or otherwise) on which motorizedvehicles travel including automobiles, motorcycles, buses, vans, RVs,trucks, etc., and, any public or private street, road (public, private,urban, rural or otherwise), avenue, lane, byway or any term used as alow speed public road on which motorized and non-motorized vehiclestravel including automobiles, motorcycles, buses, vans, RVs, trucks,mopeds, bicycles, tricycles, etc.

a. Databases—contained (stored) in the Automated Highway System's (AHS)Proximity Servers (PS):

1. ACD—Accident Database: Real-time data collected from the AutomatedHighway System (AHS) describing accidents that occur on highways.Information collected is variable and relies on automated capture ofdata from sensors in the Automated Highway System's (AHS) HighwayControl Unit (HCU), Vehicle Control Unit (VCU) and/or automated(autonomous) vehicles operating as Active Vehicles (AV) in the AutomatedHighway System (AHS) as well as human input at the time of the accident.Human input can be in the form of, but is not limited to, audio or videoinput captured from inside the vehicle through the Vehicle Control Unit(VCU) when the accident occurs. From a real-time standpoint, anyindication of injury initiates notification to Emergency MedicalServices (EMS). An Accident Database (ACD) is resident in each ProximityServer (PS) in the Automated Highway System (AHS).

2. AVD—Active Vehicle Database: Real-time data collected in a ProximityServer (PS) for every vehicle that operates on a AHS highway, asdescribed in this design document. There are an unlimited number ofProximity Servers (PS) in the AHS network, each having its own ActiveVehicle Database (AVD) (logically). Each Proximity Server (PS) isresponsible for a finite number of Highway Control Units (HCU)s. TheProximity Server (PS) and its Highway Control Units HCU(s), in concert,are responsible for tracking an Active Vehicle's (AV)'s progress on ahighway while that Active Vehicle (AV) is within its Proximity Server'sdomain. Each Proximity Server (PS) is itself a Proximity Server Domain(PSD), being stand-alone or part of a group of Proximity Servers (PS)housed in a Traffic Control Center (TCC), that communicates with afinite number of Highway Control Units (HCU) in its domain. As a vehicletraverses a highway and passes from one Proximity Server (PS) to thenext Proximity Server (PS), in line in the direction it is heading, thevehicle information contained in the Active Vehicle Database (AVD) ispassed from the previous Proximity Server (PS) to the next ProximityServer's (PS)'s Active Vehicle Database (AVD) and is purged from thesending Proximity Server (PS). Upon a vehicle's departure from a highwaycontrolled by the AHS, the data from the last Proximity Server(PS) thevehicle occupied is archived, then purged from the last ProximityServer's (PS) AVD (physically). For each Active Vehicle (AV) that entersa highway controlled by the AHS, the data captured (for trip informationpurposes) from each vehicle's Vehicle Control Unit (VCU) and eachHighway Control Unit (HCU) the vehicle passes in the AHS is stored inthe associated Proximity Server's (PS) AVD and includes:

a. AVI—Active Vehicle Information: All information described in VehicleID (VID);

b. CVBL—Commercial Vehicle Bill of Lading: Information pertaining to acommercial vehicle's cargo.

c. CVFIN—Commercial Vehicle Federal ID Number: Nomenclature assigned toeach commercial vehicle by Governmental, Province or State Department OfTransportation.

d. UMV—Unknown Motorized Vehicles: Vehicles operating on a highway withengines running but not having a Vehicle Control Unit (VCU) (OEM orafter-market) on-board are defined as Unknown Motorized Vehicles (UMV).

e. UNMV—Unknown Non-Motorized Vehicles: Non-motorized vehicles operatingon a highway not having a Vehicle Control Unit (VCU) on-board aredefined as Unknown Non- Motorized Vehicle (UNMV) (e.g. bicycles,tricycles, etc.).

f. For all of the above type vehicles, the following information iscaptured, where appropriate:

1. CT—Checkpoint Timestamps: Timestamp recordings for each vehicle takenat highway entrance time and at interval Checkpoints (CP) every ½ mile(0.805 kilometers);

2. TDE—Time and Date of Vehicle Egress: Time and date stamp of vehicle'sdeparture from highway.

3. TDI—Time and Date of Vehicle Ingress: Time and date stamp ofvehicle's entrance to highway.

4. TD—Time Delay: Calculated at each checkpoint (CP) and indicating anyabnormal delays. Any abnormal delay triggers notification toauthorities, (e.g. Traffic Advisory Service).

5. TRDE—Trip Destination: Obtained from vehicle's Vehicle Control Unit(VCU) upon entrance to highway, the address or geo-coded location wheretrip is to end. TRDE is optional.

6. TRDU—Trip Duration: Trip's length in time calculated on vehicle's TDIand TDE from highway. TRDU is optional.

7. TO—Trip Origination: The address or geo-coded location where tripstarted, obtained from vehicle's Vehicle Control Unit (VCU) or GlobalPositioning System (GPS) upon entrance to highway.

8. VS—Vehicle Speed: Vehicle speed obtained from the vehicle at specifictime intervals or determined by the continuous calculation of distancedivided by time between point A and point B, etc., e.g. every ½ mile(0.805 kilometers) by the Proximity Server (PS).

9. VTC—Vehicle Type Code: Obtained from vehicles' Vehicle Control Unit(VCU) upon entrance to highway, indicating the type of vehicle, i.e.:passenger vehicle, truck, motorcycle, etc.:

a. PV—Passenger Vehicle: Any private 4 wheel Passenger car, van, SUV,pick-up truck, or truck.

b. PPVE—Public Passenger Vehicle: Any public vehicle carrying passengerson a fee or non-fee basis including large and small busses, limousines,uber or lyft vehicles, taxicabs, etc.

c. CV—Commercial Vehicle: Any commercial truck with anywhere from fourto eighteen wheels.

d. CY—Cycle: Any two wheel motorized cycle containing authorized licenseplates.

e. BI—Bicycle: Any two or three wheel non-motorized vehicle

Note: Once a vehicle leaves the highway controlled by the AHS or “enginestop” occurs, its data, captured by the AHS in the AVD, is moved to theArchived Database (ARD). For instances of engine stop occurrences onhigh speed highways (other than at rest stops, gas stations, etc.) suchas turnpikes, freeways, etc. where the only way to depart this type ofhighway is via an exit, analysis is performed as to the length of timeengine stop lasts. If duration is longer than a period of timepre-determined by the jurisdictional authority in which the vehicle isoperating, appropriate action (notification to proper authorities) istaken.

3. ARD—Archived Database: For each vehicle's sojourn in the AHS, eachvehicle's Active Vehicle Database (AVD) information is stored off-linein a non-central Proximity Server (PS) which is kept for a finite periodof time determined by the jurisdictional authority and then purged.

4. APD—Active Permanent Database: Continuously stored data in eachProximity Server (PS) in the AHS and reflecting the Proximity Server's(PS) Jurisdictional regulations. While this database is independent ofany Active Vehicles (AV) on the highway, the data contained therein iscommunicated, when required, to Active Vehicles (AV) on the highway.This media is used for storage of generic and vehicle specific messagesand notices. Generic messages remain in the database until an authorizedentity deletes or changes them. Additionally, a traffic light and stopsign inventory is maintained for all traffic lights and stop signsresident in each Proximity Server's (PS) jurisdiction in the AHS. Thedata included in each of these Proximity Server's (PS) APD include:

a. EMS—Emergency Medical Services: Informational and location data ofEmergency Medical Services contained in each Proximity Server (PS)reflecting local and regional EMS facilities. Contact information andnotification data is available for use when accidents occur.

b. FSPCMN—Federal/State/Province/City Messages and Notices: Messages andnotices to vehicles, by jurisdiction, which are modifiable by thegoverning jurisdiction and containing the following:

1. BNTAV—Broadcast Notices to All Vehicles: Notices to all ActiveVehicles (AV) on highway by the AHS.

2. BNTA—Broadcast Notices to Automobiles: Notices to all Active Vehicles(AV-PV) on the highway by AHS.

3. BNTCPCV—Broadcast Notices to Commercial Passenger Carrier Vehicles:Notices to all commercial (passenger carrying) Active Vehicles (AV-PPVE)on the highway by the AHS.

4. BNTCT—Broadcast Notices to Commercial Vehicles (Trucks): Notices toall Commercial (cargo carrying) Active Vehicles (AV-CV) on highway bythe AHS.

5. NTSV—Notices to Specific Vehicle: Non-stored, pass-through noticesissued by the AHS emanating from a legal entity (i.e., Governmental,local police, state police, etc., with jurisdictional authority) to aspecific Active Vehicle (AV) identified by its Vehicle IdentificationNumber (VIN).

c. FSPCRC—Federal/State/Province/City Regulatory Codes, by jurisdiction,which are modifiable by the governing jurisdiction and containing thefollowing:

1. CTSL—Commercial Truck Speed Limit: Minimum and maximum speed limitsfor trucks and other large commercial vehicles.

2. HOVC—High Occupancy Vehicle Count: Occupancy count. Minimum number ofpassengers allowed in vehicle to have permission to occupy HOVL by AHSbased on Jurisdictional regulations.

3. FPEP—FAST PASS/EZ Pass: Lanes used by vehicles containing pre-paidpasses, e.g., Fast Pass/EZPass.

4. PVSL—Passenger Vehicle Speed Limits: Minimum and maximum speed limitsfor (passenger) vehicles (automobiles, small trucks, etc.

5. TR—Traffic Rules—All rules governing traffic flow or vehicleoperation, by jurisdiction, while an Active Vehicle (AV) is operating inthe AHS are communicated to the Vehicle Control Unit (VCU) of the ActiveVehicle (AV) when conditions dictate, e.g. When two or more vehiclesenter a four-way intersection, with stop signs at each of the fourintersects, at the same time, vehicles will yield to the vehicle on theright, etc.

d. TLD—Traffic Light Data (Implied herein is that all inventoriedtraffic lights in the AHS will have stored data and communicationcapability): Data related to all physical traffic lights and theirlocations (cross streets and/or GPS geographic coordinates) for eachtraffic light within each Proximity Server (PS) jurisdiction. Alsostored in the Proximity Server (PS) is the unique addressable trafficlight ID number for each traffic light which is used for communicationbetween each traffic light, Highway Control Unit (HCU) and ActiveVehicle's (AV) Vehicle Control Unit (VCU) in the AHS. Each traffic lighthas the following information stored:

1. Physical location (by cross streets and/or GPS geographicalcoordinates)

2. For each traffic light, a unique addressable ID number

3. For each traffic light inventoried in each Proximity Server (PS) inthe AHS, Real time traffic light status data is maintained with regardsto stop, caution or go status (Red, Yellow or Green). In addition tored/yellow/green traffic lights, traffic lights also include blinkingyellow caution lights (meaning proceed with caution), flashing redlights meaning stop then proceed with caution, etc. The real time statusof traffic lights is used to communicate with a vehicles' VehicleControl Unit (VCU) that is in Control Mode (CNM) as to whether thevehicle may pass through an intersection with a traffic light (green) orstop (red) until the light turns green. As backup, if a vehicle isequipped with appropriate technology, a camera from a vehicle may readthe color status of a traffic light being approached by the vehicle andreact accordingly. If a vehicle is not in Control Mode (CNM) but ratherin Communication Mode (CMM) or Monitor Mode (MM), verbal communicationwith the Vehicle Operator (VO) occurs.

e. SSD—Stop Sign Data (Implied herein is that all inventoried stop signsin the AHS will have its own Highway Control Unit (HCU) and will havestored data and communication capability). Data related to all physicalstop signs and their locations (cross streets and/or GPS geographiccoordinates) for each stop sign within each Proximity Server's (PS)jurisdiction. Also stored is a unique addressable stop sign ID numberused for communication between Highway Control Unit (HCU) and VehicleControl Unit (VCU) for all Active Vehicles (AV) in the AHS. Each stopsign has the following information stored:

1. Physical location (cross streets with north/south/east/west indicatorand/or GPS geographic coordinates

2. Stop sign unique addressable stop sign ID number

f. RSD—Road Sign Data (Implied herein is that all inventoried road signsin the AHS will have its own Highway Control Unit (HCU) and will havestored data and communication capability). Data related to all physicaltraffic signs such as stop, winding road ahead, T intersection, roadwork ahead, slow, no left turn, deer crossing, no U turn, road aheadcurves to right and left, etc. and their locations (cross streets and/orGPS geographic coordinates) for each road sign within each ProximityServer's (PS) jurisdiction. Also stored is a unique addressable roadsign ID number used for communication between Highway Control Unit (HCU)and Vehicle Control Unit (VCU) for all Active Vehicle (AV) in the AHS.Each road sign has the following information stored:

1. Physical location (cross streets with north/south/east/west indicatorand/or GPS geographic coordinates

2. Road sign unique addressable road sign ID number

g. PHMD—Painted Highway Markings Data (Implied herein is that allpainted highway markings in the AHS will have its own Highway ControlUnits (HCUs) placed strategically throughout the painted markings andwill have stored data and communication capability. In cases of two lanehighways or roads with a single white or yellow line (solid or broken)in the middle of the highway or road, Highway Control Units (HCU)s willbe two way bidirectional Highway Control Units (HUC)s, or, two HighwayControl Units (HCU)s placed in tandem or adjacent linearly to handle twoway traffic. Any highway or road not containing any painted markingswill have Highway Control Units (HCU)s strategically placed down thecenter of the highway and on either edge of the road): Data related toall physical painted highway markings such as left turn only (or symbols(arrows) indicating left turn), stop, yield, bump, or other symbols ortext painted on the highway, etc. and their locations (cross streetsand/or GPS geographic coordinates) for each Painted Highway Marking(PHM) within each Proximity Server's Jurisdiction will be containedwithin these Highway Control Units (HCU)s. Also stored in the HCU is aunique addressable Painted Highway Marking (PHMD) ID number used forcommunication between Highway Control Unit (HCU) and Vehicle ControlUnit (VCU) for all Active Vehicles (AV) in the AHS. Each Highway ControlUnit (HCU) in the Painted Highway Markings (PHMD), or each HighwayControl Unit (HCU) in highways or roads without painted markings, hasthe following information stored:

1. Physical location (cross streets with north/south/east/west indicatorand/or GPS geographic coordinates

2. Painted Highway Marking unique addressable Painted Highway Marking IDnumber

Note: For all Traffic Lights, Stop Signs, Road Signs and Painted HighwayMarkings in the AHS, power supply to these lights, signs and markings isaccomplished via electrical wiring, late technology batteries and/orsolar panels, whichever is appropriate and available. Additionally,communication between Proximity Servers and their respective trafficlights, stop signs, road signs and painted highway markings is on acontinuous basis and is used for testing the existence (pinging) ofthese devices by their response. If a response fails, appropriateJurisdictional authorities are notified so that repairs can be performedon an emergency basis.

5. AUD—Audit Database: Trip data on all vehicles that enter a highwaycontrolled by AHS is stored in linear (sequential) form producing anaudit of what transpired on the highway. The AUD is to be archived offto the Archive Database along with relevant data from the Active VehicleDatabase (AVD) and Active Permanent Database (APD). Purging of thisaudit data is at the discretion of the jurisdictional authority.

6. VVD—Vehicle's Vehicle Control Unit (VCU) Database contains thefollowing:

a. VID—Vehicle ID: Stored in vehicle's on-board Vehicle Control Unit(VCU) and obtained by the AHS from vehicle's Vehicle Control Unit (VCU)upon entrance to highway and containing the following:

1. DOI—Disability Operator Indicator: A secured indicator (flag) toindicate that the Vehicle Operator (VO) is a disabled Vehicle Operator(VO).

2. DO—Disability Operator: If the DOI is true, information indicatingwhat type of disability the Vehicle Operator (VO) has.

3. EVI—Emergency Vehicle Indicator: A secured indicator (flag) toindicate that a vehicle is an emergency vehicle such as Police, Fire,Medical or other vehicle that is authorized as such.

4. EV—Emergency Vehicle: If the EVI is true, information describing whattype of emergency vehicle (e.g. Ambulance, Police, Fire, etc).

5. EVAI—Emergency Vehicle Active Indicator: Flag that indicates that theEV is operating in an emergency situation with sirens and flashinglights active.

6. HMI—Hazardous Material Indicator: A secured indicator (flag) toindicate the vehicle, whether commercial or private, is carryinghazardous material.

7. HM—Hazardous Material: If HMI is true, information indicating whattype of hazardous material is being carried by the vehicle.

8. HME—Hazardous Material Effects: If HMI is true, information on theeffects on human or animal life and the environment this hazardousmaterial would have if either was exposed to this material.

9. HMR—Hazardous Material Remedy: If HMI is true, information indicatingwhat type of remedy or clean-up material is to be used in a clean-upsituation (environmental) and any decontamination remedies, for human oranimal remedy use, should a spill of this material occur.

10. POC—Passenger Occupancy Count: Number of passengers in vehicle at“engine start” time including Vehicle Operator (VO). Defaulted to 1,Vehicle Operator (VO), unless modified at “engine start” time or othertime deemed necessary by the Vehicle Operator (VO). (Note: Automatedvehicles may have the ability to count the number of passengers atengine start time automatically (through sensors) and make available tothe Vehicle Control Unit (VCU). If vehicle is an autonomous vehicle withability to operate without any passengers and/or Vehicle Operator (VO),count is set to zero.

11. TTIC—Towed Trailer Indicator Code: Defaulted to “none” unlessmodified at “engine start” time. Indicates vehicle has a towed trailer.

12. TTL—Towed Trailer Length: If TTIC is true, Length of towed trailer.

13. TRDE—Trip Destination: The address of the vehicle's destination atengine start time (option) and stored in vehicle's on-board VehicleControl Unit (VCU). Contains Street, City, County, State, Country andZip/Postal Code of trip destination. TRDE is modifiable at any timeduring trip by Vehicle Operator (VO), safely and at-will. If vehiclestops during trip with engine off and if vehicle starts engine within 5minutes of engine stop time, AHS assumes trip destination is the same,otherwise AHS asks if the trip destination should remain the same or bereset. In cases where there is no destination indicated, meaning theVehicle Operator (VO) is pleasure driving, control of the vehicle can bemanual or in Control Mode (CNM) but with audio commands for tripdirection and operation.

14. TO—Trip Origination: The address of the vehicle's location at“engine start” time (optional) is obtained manually or by GPS and storedin vehicle's on-board Vehicle Control Unit (VCU). Trip Origination (TO)contains Street, City, County, State, Country and Zip/Postal Code oftrip origination.

15. VIN—Vehicle Identification Number: Unique, non-modifiablenomenclature identifying vehicle which was assigned to vehicle by itsmanufacturer.

16. VD—Vehicle Dimensions: Non-modifiable length, height and width ofvehicle assigned by manufacturer when manufactured.

17. VLPN—Vehicle license plate number: Initially stored by authorizedentity (dependent on State/Country regulations/procedures) andnon-modifiable thereafter, unless modified by authorized entity(dependent on state/country regulations/procedures).

18. VON—Vehicle Owner: Person's name (company's name in the case ofcommercial vehicles) who owns or leases the vehicle.

19. VONFP—Vehicle Owner's Finger(s) print(s): If the technology isavailable by vehicle manufacturer or Telematics, the finger(s) print(s)of the VON is/are captured, when the VON chooses to do so, by pressingthe start button in the vehicle and used when starting the vehicle toidentify the Vehicle Operator (VO). The purpose of capturing thefinger(s) print(s) is so that the Vehicle Owner (VON) would not berequired to scan their driver's license at “engine start” time.

20. VOPFP—Vehicle Operator's Finger(s) print(s): If the technology isavailable by the vehicle manufacturer or Telematics, at the discretionof the Vehicle Owner (VON), the finger(s) print(s) of persons authorizedto operate the vehicle are captured and used when pressing the startbutton to identify the Vehicle Operator (VO). The purpose of capturingthe finger(s) print(s) is so that the Vehicle Operator (VO) would not berequired to scan their driver's license at “engine start” time.

21. VONDLN—Vehicle Owner's Driver's License Number: Modifiable only byauthorized entity at time of purchase or transfer of ownership.

22. VO—Vehicle Operator: Defaulted to Vehicle Owner's (VON) name forprivately owned vehicles unless modified at engine start time withVehicle Operator's name by the Vehicle Operator operating the vehicle.For commercial vehicles, initiated at engine start time by VehicleOperator or authorized entity. If the technology from the vehiclemanufacturer or from a Telematics technology supplier is available, thename could be captured from a driver's license scanning device.Additionally, if the technology is available, the finger(s) print(s) ofthe Vehicle Operator (VO) would be captured when pressing the startbutton in the vehicle. If there is no match of the finger(s) print(s) inthe Vehicle's VCU Database (VVD), the Vehicle Operator (VO) is requestedto scan their driver's license. Optionally, they may verbally announcetheir name.

23. VOPDLN—Vehicle Operator's Driver's License Number: Defaulted toVehicle Owner's driver's license number for private vehicles unlessmodified at “engine start” time with Vehicle Operator's driver's licensenumber by the Vehicle Operator. VOPDLN is reset to default when engineis turned off. For commercial vehicles, the VOPDLN would be assigned attrip commencement engine-start time. If the Telematics technology isavailable, the name could be captured from a driver's license scanningdevice.

24. VOCPN—Vehicle Operator's Cell Phone Number: Optionally identified byoperator at “engine-start” time and modifiable at-will.

25. VONCPN—Vehicle Owner's Cell Phone Number: Identified by the owner atset-up time and modifiable at-will.

26. VTC—Vehicle Type Code : Indicates type of vehicle:

a. PV—Passenger Vehicle: Any private 4 wheel Passenger car, van, SUV,pick-up truck, or truck.

b. PPVE—Public Passenger Vehicle: Any public vehicle carrying passengerson a fee or non-fee basis including large and small busses, limousines,Uber, Lyft, etc. or taxicabs.

c. CV—Commercial Vehicle: Any commercial truck with anywhere from fourto eighteen wheels or more.

d. CY—Cycle: Any two or three wheeled motorized cycle containingauthorized license plates.

e. BI—Bicycle: Any two or three wheeled non-motorized cycle. (Note: Thisindicator assumes the technology is available in bicycles to contain aVehicle Control Unit (VCU) and is powered by peddling the bicycle.

2. Processes:

a. AV—Active Vehicle: Any vehicle actively operating on an AHS highway.

b. AVCIT—Active Vehicle Count in Traffic: Each Highway Control Unit(HCU) in the AHS, synchronized laterally across a highway and on acontinuous basis, captures a real-time count of vehicles withinpredetermined geographical parameters (e.g., every ½ mile (0.805kilometers)) and is measured with regard to vehicle count. If anyabnormal spikes occur in the vehicle count (non-gradual increases), analert is issued to the Traffic Control Center (TCC)) that a potentialproblem exists. Appropriate action by the Traffic Control Center (TCC)then takes place, if needed.

c. AHS—Automated Highway System (AKA: IoliRoad): Includes all databasedefinitions, processes and functionality described in the AHS designdocument.

d. AUV—Autonomous Vehicle: Vehicles with state-of-the-art automatedcomponents to operate a driverless vehicle. AHS will work withautonomous vehicles with or without a steering wheel, brakes and/or gaspedal.

e. AVC—Automated Vehicle Control: The process of controlling a vehicle'smovement on a highway through bi-directional Communication commandsbetween a Highway Control Unit (HCU) and the Vehicle Control Unit (VCU)within the AHS for all Active Vehicles (AV) in Control Mode (CNM).Vehicle control (either manufacturer or third party telematics supplied)includes:

-   -   1. Breaking;    -   2. Forward and Reverse movement;    -   2. Acceleration and deceleration;    -   3. Steering;    -   4. Turn Signaling; and    -   5. Vehicle's Horn Activation

Open architecture with all vehicle manufacturers and/or after-marketon-board (Telematics) automated systems (e.g. Mobileye, lidartechnology, etc) is inherent in the system including sensors and video(front, rear & sides, etc). In cases of objects (foreign, inanimate orotherwise) in an AHS highway or road such as human beings, large rocks,vehicles with engines turned off, etc. will be handled appropriatelywith sensors in autonomous vehicles that detect same.

f. CP—Checkpoint: Data snapshots taken at critical points (e.g.,intervals of every ½ mile (0.805 kilometers), are stored in the ActiveVehicle Database (AVD). The data snapshot contains points-in-timeinformation on each vehicle that passes each checkpoint and is stored inthe associated Proximity Server's (PS)'s AVD and passed on to the nextProximity Server (PS) in line.

g. CCS—Coordinate Checking Signals: When a vehicle is detected leaving aHighway Control Unit (HCU) sphere, a coordinate checkpoint is recorded.When the immediately following Highway Control Unit (HCU) detects thesame vehicle entering its sphere, a coordinate checkpoint is recorded.These two coordinate checkpoints are cross-haired and the lateral andlongitudinal position of the vehicle in the lane is determined. Thisprocess continues indefinitely until the vehicle exits the highway.Serious deviation from these lateral position points (without crossinginto another lane) indicates weaving within the lane and the VehicleOperator (VO) is so notified, when in Monitor Mode (MM). When in ControlMode (CNM), Coordinate Checking Signals (CCS) is the method used for theAHS to control the vehicle's Automated Vehicle Control (AVC) (i.e.breaking, acceleration, steering, turn-signaling and horn activation).When in Control Mode (CNM), AHS determines when it is safe to changelanes, accelerate, decelerate, etc. When in Control Mode (CNM), if theVehicle Operator (VO) deems it necessary, the Vehicle Operator (VO) maymanually override Automated Vehicle Control (AVC). This manual overrideoccurs when the Vehicle Operator (VO) touches the steering wheel orapplying pressure to the break or accelerator, or, verbal orders, if thetechnology is available. Conversely, if the Vehicle Operator (VO) wishesto activate Control Mode (CNM) in the Automated Vehicle Control (AVC),the Vehicle Operator would do so by pressing a button on the steeringwheel or dashboard or by audio command, whichever is available.

HOV—High Occupancy Vehicle: Vehicles containing 2, 3 or more passengers,depending on state/country regulations. When a vehicle enters an HOVlane the Passenger Occupancy Count (POC) is compared to the HighOccupancy Vehicle Count (HOVC) for compliance. If vehicle is determinedto be illegally in the HOV lane, appropriate action is taken, e.g.issuance of a traffic ticket. If vehicle is under Control Mode (CNM),vehicle will not enter HOV lane if correct number of passengers ispresent in vehicle.

h. HOVL—High Occupancy Vehicle Lane: A highway lane in which HOVs areallowed to occupy on a permanent or timed basis, depending onstate/country regulations.

i. HCU—Highway Control Unit: Container unit of sturdy material that canwithstand severe weather and physical exposure (e.g. Vehicles crossingover the Highway Control Unit (HCU), vehicles sliding over the HighwayControl Unit (HCU) due to an accident, extreme inclement weatherconditions, etc.). Highway Control Units (HCU)s contain the latesttechnology (all components mirrored) imbedded microprocessors, hard discstorage (DASD), USB 3.0 (or latest version), FireWire, WIFI, RFID or thelatest technology available for data transmission and wirelesscommunication with hardware utilizing technology such as Bluetooth,HiperLAN, WAP, HomeRF, SWAP, WLAN, 802.11a, 802.11b or other latestcommunication technology deemed necessary. Each Highway Control Unit(HCU) is modular and individually addressable (firmware or software) byother Highway Control Units (HCU)s and all Proximity Servers (PS) in theAHS network. Each Highway Control Unit (HCU) in the AHS network isconnected on either side (including linearly across lanes) by a HighwayControl Unit Connector (HCUC). Highway Control Units (HCU)s and HighwayControl Unit Connectors (HCUC)s are placed at certain intervals, whoseplacement are determined by the technology available at the time ofconstruction, by a Highway Control Unit Connector (HCUC) which consistsof 1) copper electrical wiring for electrical power transmission (orindependent solar panels where feasible) devices to produce power, and2) fiber optic cable for communication between other Highway ControlUnits (HCU)s and Proximity Servers in the AHS network and/or wirelesscommunications capability containing the latest wireless technology.Each Highway Control Unit (HCU) contains disc storage (DASD space for:

-   -   1. Highway Control Unit (HCU) Unique Address;    -   2. Country Code;    -   3. State/Province Code;    -   4. Region Code (country specific);    -   5. Highway Code;    -   6. Exit Code (exit name and exit number), and    -   7. Geographic Coordinate Code (used with GPS, where        appropriate);    -   8. Traffic direction indicator    -   9. Any other pertinent information and software related to the        Highway Control Unit's (HCU)'s operation    -   10. Street Code;    -   11. Cross Street Intersection Code;    -   12. Traffic Light Code (*);    -   13. Stop Sign Code;    -   14. Road Sign Code;    -   15. Painted Highway Marking Code; and    -   16. House/Building Location Code

* The Traffic Light Code is used for highways in which traffic lights(signals) are used to control traffic.

j. HCUC—Highway Control Unit Connector: Each Highway Control Unit (HCU)in the AHS network is connected on either side of the Highway ControlUnit (HCU) by 1) copper electrical wire for electrical power supply (orindependent solar panels where feasible), and, 2) fiber optic cable orwireless WIFI, or other state-of-the-art wireless technology, forcommunication between Highway Control Units (HCU)s and Proximity Servers(PS) in the AHS network. A segment of the fiber optic network, if used,is used for homogeneous communication within the AHS. The remainingfiber optic capacity (bandwidth) can also be used for commercialpurposes. AHS takes priority over all other use of the fiber opticnetwork.

k. HVC—Highway/Vehicle Communication: Short-range wireless communicationbetween a Highway Control Unit (HCU) and a Vehicle Control Unit (VCU)through RF or other appropriate technology (e.g. bluetooth, WIFI, HiperLAN, HomeRF, 802.11a, 802.11b or other state-of-the-art wirelesscommunication technology deemed necessary).

l. Modes: Modes (or states) in which a vehicle is in within the AHS:

1. CMM—Communication Mode: Mode in which Highway Control Unit (HCU)communicates with Vehicle Operator (VO) through vehicle's VehicleControl Unit (VCU) and the vehicle's standard radio speakers, or, ifradio is not present, through Vehicle Control Unit's (VCU)'s speakers.In either case, when in Communication Mode (CMM), active radio output(radio playing) is overridden by the AHS.

2. CNM—Control Mode: Mode in which Highway Control Unit (HCU)communicates and controls vehicle movement through vehicle's VehicleControl Unit (VCU) as defined in Automated Vehicle Control (AVC). TheVehicle Operator has the option to disengage Control Mode (CNM) functionat-will by either touching the steering wheel or stepping on the brakeor gas pedal (if this technology is available). Manually moving the TurnSignal does not disengage Control Mode (CNM), but does communicate tothe Highway Control Unit (HCU) the desire to switch lanes when feasible.Conversely, if the Vehicle Operator (VO) wishes to activate Control Mode(CNM) in the Automated Vehicle Control (AVC), the Vehicle Operator (VO)would do so by depressing a button on the steering wheel or dashboard orby audio command, whichever is available.

3. MM—Monitor Mode: Mode in which Highway Control Unit (HCU) monitors(observes) a vehicle through vehicle's Vehicle Control Unit (VCU), ifavailable. If a Vehicle Control Unit (VCU) is not available, thenthrough strategically placed detection technology such as video, radaror lidar(or other automated (autonomous) vehicle detection technology)in the Vehicle for identifying Unknown Motorized Vehicles (UMV) orUnknown Non-Motorized Vehicles (UNMV).

m. PS—Proximity Server: Multiple (all components mirrored)microprocessor computer server systems residing in the AHS network thathost the Accident Database (ACD), the Active Vehicle Database (AVD), theArchived Database (ARD), the Active Permanent Database (APD), the AuditDatabase (AUD) and the Vehicle's VCU Database (VVD). These ProximityServer (PS)s are housed in Traffic Control Centers (TCC) and have theability to communicate with any Highway Control Unit (HCU) or VehicleControl Unit (VCU) in its Proximity Server Domain and/or with otherProximity Servers(PS) in the AHS network if required. Each TrafficControl Center TCC is strategically placed in the AHS network andreflects homogeneity as it relates to City, County, Province, State,Federal or other legal jurisdictional boundary protocols.

n. PSD—Proximity Server Domain: A finite grouping of Proximity Servers(PS) housed in a Traffic Control Center TCC and segregated byjurisdictional boundaries as described in Proximity Server (PS). HighwayControl Units (HCU) are part of a Proximity Server's Domain.

o. PPV—Prepaid Vehicles: Vehicles containing passes such as Fast Pass,EZ Pass, etc. to be used in prepaid pass lanes on a highway.

p. PPVL—Prepaid vehicle lanes: Lanes on a highway in which PrepaidVehicles (PPV)s may travel.

q. TAA—Traffic Abnormal Activity: Traffic activity on a highway that iscalculated from Highway Control Unit (HCU) and Vehicle Control Unit(VCU) real-time input to be abnormal through an algorithm used in theAHS. Algorithmic calculation takes place in the Proximity Server (PS)and can handle, simultaneously, any number occurrences of abnormalactivity situations.

r. TCC—Traffic Control Center: Physical buildings or housed unitssegregated by jurisdictional homogeneity containing AHS ProximityServer(s) (PS) pertinent to the jurisdictional domain.

s. TD—Traffic Direction: Under normal circumstances traffic direction iseither on the right or left side of a highway on two wayhighways/streets and in one direction on one way highways/streetsdepending on Country specific jurisdictional protocols. Each directioncontains one or more lanes in which traffic is moving in the samedirection. When situations arise whereby the direction of lane(s)has/have to be altered (re-directed) due to issues such as construction,inclement weather, accidents, etc., AHS has the ability to accommodatesuch temporary alterations by programmable means within the respectiveProximity Server (PS). This alteration is accomplished manually byauthorized personnel. Notification to all vehicles operating on thehighway is be accomplished via AHS' communication facility accommodatingsuch alteration. This same concept is applied to road closure situationswith regard to alternate routing.

t. UMV—Unknown Motorized Vehicles: Vehicles operating on a highway orstreet with engines running but not having a Vehicle Control Unit (VCU)(OEM or after-market) on board are defined as Unknown Motorized Vehicles(UMV).

u. UNMV—Unknown Non-Motorized Vehicles: Non-motorized vehicles operatingon a highway not having a Vehicle Control Unit (VCU) (OEM orafter-market) on-board are defined as Unknown Non-Motorized Vehicles(UNMV). To the extent possible, these UMVs and UNMVs are detected,monitored and communicated with by the AHS with either of the followingmethods:

1. Detect for both UMVs and UNMVs:

a) A radar detection system contained in each Highway Control Unit (HCU)to detect a UMV and UNMV.

b) All UMVs with engines running emit some kind of signal (electrical,RF, Infrared, etc.) in which the Highway Control Unit (HCU) can pick upwithin a defined proximity of the Highway Control Unit (HCU).

c) A motion detection technology similar to the technology in homesecurity systems.

d) New sensor technology contained within the vehicle or highway that ismade available commercially by private industry or the local orgovernmental entities (e.g. Sweet spot sensors (re-engineered forcommercial use) in the antimissile defense systems) or sensors currentlyused in motor vehicles, only with a greater range. Note: If thetechnology is available, UNMVs may contain a Vehicle Control Unit (VCU)that is powered by peddling the bicycle. In this situation, HighwayControl Units can detect and monitor UNMVs on the highway andcommunicate same to Active Vehicles in proximity.

2. Communicate:

Provided the UMV has a standard radio on-board and is in the “on” state,the AHS communicates (sending messages and/or notices to the “now”identified vehicle) with the UMV via a broadcast message from theHighway Control Unit (HCU) to the UMVs radio across all frequencies onthe vehicle's radio. The AHS communicates with other vehicles present onthe highway, within a predefined range that do contain a Vehicle ControlUnit (VCU), about the UMVs and UNMVs presence, when required.

3. Monitor:

If state-of-the-art video technology is available and contained inActive Vehicles (AV) and/or strategically placed highway locations,after the UMV or UNMV is detected, as described above, this videotechnology would capture the vehicles license plate number, if present,tag the license plate number to the UMV (for tracking purposes), thentrack the vehicle during its sojourn on the highway.

v. VCU—Vehicle Control Unit: Control unit on-board vehicle thatcommunicates, 2 way, with the Highway Control Unit (HCU) for purposes ofcontrolling the vehicle's movement. The Vehicle Control Unit (VCU) alsocontains all data described in Vehicle ID (VID).

3. Functionality:

a. Highway:

1. Highways and their exits contain a network of Highway Control Units(HCUs) and Highway Control Unit Connectors (HCUC)s which arestrategically spaced apart and placed at certain intervals, whoseplacement intervals are determined by the communication technologyavailable at the time of construction. Additionally, highways and theirexits may contain traffic lights, stop signs and/or other road signs,each having their own addressable unique Highway Control Unit (HCU) IDnumber. Each Highway Control Unit (HCU) is modular and individuallyaddressable (Software and/or firmware) by all other Highway ControlUnits (HCU)s and all Proximity Servers (PS) in the AHS network, alsoaddressable, in the AHS network. Each Highway Control Unit (HCU) in theAHS network is connected by the Highway Control Unit Connector (HCUC)for electrical power (copper wire) or solar panel power, if feasible,and wired or wireless communications (fiber optic cable) or wirelessWIFI (or other state-of-the-art wireless communication available) withother Highway Control Units (HCU)s and Proximity Servers (PS) in the AHSnetwork. Each Highway Control Unit (HCU) also contains wirelesscommunications hardware that enables it to communicate with wirelesscommunication hardware in each vehicle containing a Vehicle Control Unit(VCU) (OEM or after-market). Each Highway Control Unit (HCU) hasself-contained storage (DASD) space for indicative and addressinformation about itself including:

-   -   a. Highway Control Unit (HCU) Unique Address    -   b. Country Code;    -   c. State/Province Code;    -   d. Region Code (country specific);    -   e. Highway Code;    -   f. Geographic Coordinate Codes (used with GPS, if required) for        each of the following:

1. Highway Exit Codes (exit names and exit numbers), and

-   -   2. Street Codes and names of cross streets;    -   3. Intersection codes;    -   4. Traffic Light Codes and names of cross streets,    -   5. Stop Sign Codes and names of cross streets, and    -   6. Road Sign Codes and names of street (or cross streets);    -   7. Painted Highway Markings    -   8. House/Building Location Code

Note: The data regarding the vehicle and Vehicle Operator (VO) containedin the Vehicle's VCU Database (VVD) can be stored in the AHS in eitherof two ways:

1) As described above in the Highway Control Unit (HCU). If this is thechosen method, as each vehicle passes a Highway Control Unit (HCU), thedata on these vehicles and their respective Vehicle Operator (VO)(updated) is passed to the next Highway Control Unit (HCU) in line anderased from the preceding Highway Control Unit (HCU). This requirescycle time and can effect performance of the system.

2) The other method of storage is to store this same information in aProximity Server to which a particular Highway Control Unit (HCU)“belongs” within a Proximity Server's domain. As the vehicle passes fromone Proximity Server to the next, the information (updated) is passed tothe next Proximity Server in line until the vehicle exits the highway.This yet to be determined method of storing this information is based onperformance issues that have yet to be defined. With the Highway ControlUnit (HCU) method, quick communication, if needed, from the HighwayControl Unit (HCU) to the Vehicle Control Unit (VCU) is available.However, this is off-set by the processing time it takes to move theinformation from one Highway Control Unit (HCU) to the next while thevehicle is travelling the AHS. With the Proximity Server (PS) method,the movement of information from one Highway Control Unit (HCU) to thenext is eliminated. However, this elimination is valuable only to theextent that the cycle time saved is less than the Highway Control Unit(HCU) method. This is obtained by subtracting the time it takes toupdate the Proximity Server (PS) as each vehicle passes each HighwayControl Unit (HCU) from the time saved when eliminating the HighwayControl Unit (HCU) method.

2. Highway and roadway lanes are separated by various types of paintedlines, the color of which is usually white or yellow. These types ofpainted lines include solid continuous lines, separated striped white oryellow lines, single, double or quadruple solid white or yellow lines,single or double striped white or yellow lines, solid lines adjacent tostriped white or yellow lines in single set form or double set form,blocked dotted white or yellow lines, etc. Each of these types ofpainted line configurations indicates what can and cannot be done whilea vehicle is travelling in a lane, e.g., exit only lane, vehicle maycross and pass another vehicle in a lane, no passing lane, etc.).Additionally, symbols and/or text may be written on the highway whichindicate additional information regarding traffic conditions/situations,e.g. “HOV Lane” or Diamond symbol, “Keep Clear”, “Right Turn Only”, bikelane, RR Crossing, etc. These painted symbols/text writings and paintedlines/stripes contain strategically placed Highway Control Units (HCU)within.

AHS is configured to comply with the meaning of these paintedlines/stripes, symbols and text by way of the imbedded Highway ControlUnit (HCU) communicating with the vehicle Vehicle Control Unit (VCU), orby way of video capability in the vehicle, both controlling the vehiclewhile in Control Mode (CNM) or communicating with the Vehicle Operator(VO) in Monitor Mode (MM) or Communication Mode (CMM).

3. Highway Control Units (HCU)s have the ability to communicate witheach other and with the Vehicle Control Unit (VCU) on all automated(autonomous) vehicles (or non-automate (non-autonomous) vehiclescontaining a Vehicle Control Unit (VCU)) on a real-time basis. Thisprocess enables vehicle-to-vehicle (VCU-to-VCU),vehicle-to-infrastructure (VCU-to-HCU), infrastructure-to-vehicle(HCU-to-VCU) and infrastructure-to-infrastructure (HCU-to-HCU)communication. HCU-to-HCU communication can be utilized in environmentswhere non-automated (non-autonomous) vehicles are operating on thehighway. Sensors from automated (autonomous) vehicles can detectnon-automated (non-autonomous) vehicles and pass that information toother vehicles via HCU-to-HCU and HCU-to-VCU communication

4. A checkpoint at predefined intervals istaken as each vehicle passesevery exit ramp location or cross street on all highways.

5. A vehicle's departure from the highway on an exit ramp, “engine stop”time or departure from the AHS is recorded in the AUD, AVD and ACD.

6. Vehicle lateral movement within a highway lane is monitored and/orcontrolled by coordinate checking signals (CCS) received between HighwayControl Units (HCU)s in a single lane. Crossing over lanes is monitoredand/or controlled in a similar method. Control Mode (CNM), if enabled,controls steering, acceleration, breaking, turn signaling and hornactivation on a vehicle. When a road curves, to keep the vehicle in linewith the lane's Highway Control Units (HCU)s, lateral movement within alane is controlled in this fashion. AHS checks to see if Control Mode(CNM) is enabled before giving commands to a vehicle. Coordinatechecking signals between Vehicle Control Unit (VCU) and Highway ControlUnit (HCU) is used to control steering of vehicle.

7. The Vehicle Control Unit (VCU) communicates with toll collectionsystems on toll roads, bridges and highways via the Highway Control Unit(HCU).

8. If the Highway Control Unit (HCU) and its duplicate mirrored backupfail at any given point in time and at least two contiguous HighwayControl Units (HCU)s and their mirrored duplicates fail within 30 feet(10 meters) of any vehicle, AHS, through the Vehicle Control Unit (VCU),notifies Vehicle Operator (VO)s to take manual control of vehicle. Ifavailable, driver seat vibration occurs or, if available, vehicleinternal beeper sounds a warning. In this situation, proper authoritiesare notified of any Highway Control Unit (HCU) failure(s).

9. The AHS informs Vehicle Operator (VO) of any traffic congestion alongthe route identified by other Vehicle Operators (VO) or by the AHS'automated identification thereof to get from point a to point b. The AHSoffers alternate routes and specifies time delay involved.

10. Any power failure or other communication failure involving more than3 contiguous Highway Control Units (HCU)s in length requires the VehicleControl Unit (VCU) to announce to the Vehicle Operator (VO) that manualcontrol is to be taken by the Vehicle Operator (VO). If technology isavailable, driver's seat vibrates or internal beeper sounds warning.

11. Highway Control Units (HCU)s have software diagnostic functionalitybuilt in to determine any malfunctioning of the system and communicateswith jurisdictional maintenance authorities to indicate anyabnormalities for remedy thereof.

b. V—Vehicle:

Note: All vehicles equipped with a Vehicle Control Unit (VCU) will havecommunication with other Active Vehicles (AV) in the AHS that are innear proximity (preceding, adjacent to or following) via surroundingHCUs. This communication involves notification to surrounding vehiclesas to the state that each respective vehicle is in, (i.e., its Mode:CNM, CMM or MM). This notification to surrounding vehicles isaccomplished through audio communication or vehicle color coded videodisplay. If vehicles in MM mode do not have a VCU, then other vehicleshaving a VCU and surrounding this vehicle will observe through video,radar or sensor detection technology.

1. AM—All Modes:

a. Vehicle Control Unit (VCU) utilizes vehicle's audio speakers and/orvideo display, if present, to communicate with Vehicle Operator (VO). Ifvehicle speakers are not present, Vehicle Control Unit (VCU) speakersare utilized.

b. When AHS messages and notices are received by the Vehicle ControlUnit (VCU) their presentation to the Vehicle Operator (VO) over thevehicle's audio speakers overrides anything playing at that time and isbe resumed when the AHS announcement is completed.

c. If Vehicle Control Unit (VCU) fails, Vehicle Control Unit (VCU)backup speaker (OEM or after-market) notifies Vehicle Operator (VO) offailure and to take manual control of vehicle.

d. On-board Vehicle Control Unit (VCU) uses on-board detectiontechnology such as video, radar or lidar, if available, that canidentify and pinpoint an object in the highway such as a pedestrian,animal or stalled vehicle). If this detection occurs, the car hornactivation is initiated, or, car horn activation, breaking and/orswerving applied if in Control Mode (CNM).

e. When a Highway Control Unit (HCU) communicates with a Vehicle ControlUnit (VCU), the Highway Control Unit (HCU) is notified if VehicleControl Unit (VCU) received the communication and assumes system failureif no response.

f. If vehicle crosses over a lane without having turn signal indicatoron (in the direction of the move), a beeper signal sounds within thevehicle indicating such. (In Control Mode (CNM), this does not occursince the AHS activates the turn signal.)

g. In communicating with Vehicle Operator (VO) in any of the 3 modes(CNM, CMM and MM), AHS considers the Vehicle Operator's (VO)'s physicalstate with regard to disabilities and age. It also considers VehicleOperator (VO) driving history with regard to experience, accidents, DUIsand driving record.

h. In emergency cases, communication with Vehicle Operator (VO) viaVOCPN (vehicle operator's cell phone) occurs.

i. Traffic accidents cause manual control to be taken by the VehicleOperator (VO).

j. Vehicle breakdown such as motor, drive train or other critical partsof the vehicle results in the Vehicle Operator (VO) taking manualcontrol.

K. In cases of an Emergency Vehicle (EV) being an Active Vehicle (AV),if its Emergency Vehicle Active Indicator (EVAI) is “on”, in all Modes(Control Mode (CNM), Communication Mode (CMM) and Monitor Mode (MM) theHighway Control Unit (HCU) communicates with all Active Vehicles (AV) inthe vicinity of the EV. The EV, through the Highway Control Unit (HCU),can direct traffic lights to turn red or green, depending on EV'srequirement for safe traffic flow. If an Active Vehicle (AV) is inControl Mode (CNM), vehicle will automatically safely pull to the rightor left, whichever is appropriate, via Vehicle Control Unit (VCU)command, for safety. In Communication Mode (CMM) or Monitor Mode (MM),Vehicle Operator (VO) should pull to the right or left, whichever isappropriate.

2. CMM—Communication Mode:

a. When AHS is communicating with a Vehicle Operator (VO) under variousdriving conditions, consideration is given to whether the vehicle is apassenger or commercial vehicle. The reason for this is that commercialVehicle Operator (VO)s are professional, highly trained drivers andprivate passenger car vehicles are most likely not professional drivers.

b. When a Vehicle Operator (VO) observes another vehicle operatoroperating its vehicle erratically or dangerously, the observing VehicleOperator (VO) has the option to communicate with the Traffic ControlCenter (TCC) and describe the situation. Traffic Control Center (TCC)acts accordingly.

3. CNM—Control Mode:

a. When in Control Mode, Highway Control Unit (HCU) communicates andcontrols vehicle movement through vehicle's Vehicle Control Unit (VCU)as defined in Automated Vehicle Control (AVC). The Vehicle Operator hasthe option to disengage Control Mode (CNM) function at-will by eithertouching the steering wheel (if this technology is available), puttingpressure on the brake or gas pedal (if this technology is available) oraudio command. Manually moving the Turn Signal does not disengageControl Mode (CNM), but does communicate to the Highway Control Unit(HCU) the desire to switch lanes when possible. When the vehicle isdisengaged from CNM mode by the vehicle operator (VO), the vehicle isautomatically reverts to Communication Mode (CMM). Conversely, if theVehicle Operator (VO) wishes to activate Control Mode (CNM) in theAutomated Vehicle Control (AVC), it is accomplished by depressing abutton on the steering wheel or dashboard or by audio command, whicheveris available.

4. MM—Monitor Mode:

a. When in Monitor Mode (MM), the Highway Control Unit (HCU) monitors(observes) a vehicle through vehicle's Vehicle Control Unit (VCU), ifavailable. If a Vehicle Control Unit (VCU) is not available, thenthrough strategically placed detection technology such as video, radarand/or lidar in the AHS for Unknown Motorized Vehicles (UMV) or UnknownNon-Motorized Vehicles (UNMV).

c. HV—Highway and Vehicle:

1. As a general rule, audio communication between AHS and the VehicleOperator (VO) is kept at a minimum so as not to distract the VehicleOperator (VO). AHS is cognizant of the traffic conditions whencommunicating with a Vehicle Operator (VO). Minimum communication iscritical when traffic is heavy but still moving.

2. The Vehicle Operator (VO) has the option to turn off audiocommunication with AHS and turn off “Control” mode of AHS, at-will, bytouching the steering wheel, putting pressure on the brake oraccelerator pedal or by audio command. Conversely, if the VehicleOperator (VO) wishes to activate Control Mode (CNM) in the AutomatedVehicle Control (AVC), they would do so by depressing a button on thesteering wheel or dashboard or by audio command, whichever is available.

3. In state-of-the-art Vehicles containing cameras strategically placedabout the exterior and or interior of the vehicle, Video technologycontained in the vehicle and controlled by AHS is not used by theVehicle Operator (VO) when the vehicle is in motion, rather they areused in controlling the vehicle's movement while in Control Mode (CNM),if appropriate, and detecting signal light colors, traffic signs, orangecones placed on the highway for caution and other reasons, etc. while inControl Mode (CNM), Monitor Mode (MM) or Communication Mode (CMM). Ifthe vehicle is stationary and the vehicle has video capability that iscontrolled by AHS, the video is turned on. Once the vehicle beginsmotion, with the exception of a camera used while backing up a vehicle,the video output from the camera(s) display is turned off. The camera(s)are still functioning with regard to the AHS.

4. AHS monitors commercial vehicles within AHS for abnormal delaysduring the Commercial Vehicle's (CV) sojourn within AHS. As an example,cargo is matched against Bill Of Lading for the commercial vehicle atcheckpoints to search for suspicious material or mismatches against theBill of Lading.

5. While AHS is monitoring traffic for congestion, it also monitors fortraffic accidents. Video validation occurs during such incidences.Videos used for this purpose “turn active” in the Active Vehicle (AV)(or on), if not already on, when abnormal activity occurs on a highway(e.g. traffic ceases movement, erratic movement of multiple vehicles,etc.). Video technology contained on or within vehicles, Highway ControlUnits (HCU)s and strategically placed video units on the highway areused. Information on the accidents along with streaming video of theaccident is piped to the appropriate Traffic Control Center (TCC) in thelegal jurisdiction. Communications with vehicles within a specifiedvicinity is made to indicate accidents and congestion. The determinationof an accident is not only based on video observation, it is also basedon an algorithm used by AHS that is a real-time calculation of trafficactivity within a specified time period and within a specified number ofcontiguous Highway Control Units (HCU)s where there is no activity (notraffic movement), which was immediately preceded by abnormal activityof single or multiple lane changes by multiple vehicles, no lane changesbut in a particular lane there is no movement but other lanes havetraffic movement, etc.

6. Because AHS observes traffic flow and controls traffic movement, AHShas the inherent ability to smooth out traffic congestion and eliminatethe problem of “rolling wave” congestion, thereby keeping trafficmoving. This “rolling wave” congestion usually occurs after theclearance of traffic accidents, vehicle operation failure, “rubbernecking” on the highway, etc.

7. AHS is a multi-lingual environment supporting all the major languagesin the world.

8. Priority status is given to emergency vehicles such as Police, FireDept., Emergency Medical Services, etc. The manifestation of this“priority status” depends on the jurisdictional authority in which thevehicle is operating, the emergency nature for which the vehicle is onthe highway and the condition of the traffic on the highway at the timeof the emergency. Emergency Vehicles have direct two-way communicationwith the jurisdictional Traffic Control Center (TCC) and other emergencyentities.

d. PS—Proximity Servers:

1. Proximity Servers are strategically placed throughout the AHS and notonly communicate with the Highway Control Unit (HCU) and Vehicle ControlUnit(VCU) (via the Highway Control Unit (HCU)) but also communicate withMunicipal, County, State, provincial and Federal Regional TransportationFacilities (networks) and Traffic Advisory Services through standardcommunication protocols.

2. When emergency conditions occur, the Proximity Server (PS) evaluatesthe problem and notifies other vehicles in the vicinity via the HighwayControl Unit (HCU) of the problem and notifies the appropriatejurisdictional authority.

e. AHSN—AHS Network (private, secured access):

1. SAHSI—Shareable AHS Information from AHS to a third party: AHSinformation is shared amongst authorized entities in the followingmanner:

a. Time critical and non-time critical information contained within theAHS and deemed shareable with other legal entities such as:

-   -   1. Police;    -   2. Homeland Security;    -   3. Federal Government, State or provincial Depts. of        Transportation;    -   4. Fire Department's;    -   5. Medical Facilities;    -   6. Local, State, Provincial or Federal Government, etc.,        information is passed to these authorized entities upon request        or other authorized process by way of the AHS network. Standard        communication protocols are used. Time critical information        contained within the AHS and deemed shareable with other legal        entities such as:

a. Police;

b. Homeland Security;

c. U.S. or State Departments of Transportation

d. Fire Department's;

e. Medical Facilities;

f. Local, State, Provincial or Federal Governments, etc., information isaccessed in a real- time environment (direct access to data in the AHS).

2. SNASHI—Shareable non-AHS Information from a third party to AHS:

a. Non-AHS information from other authorized third party entities isshared with AHS in the following manner:

1. Time Critical and Non time critical information contained indatabases external to AHS deemed shareable by other legal entities suchas:

a. Police;

b. Homeland Security;

c. U.S. or State Depts. of Transportation

d. Fire Department's;

e. Medical Facilities;

f. Local, State, Provincial or Federal Governments, etc., information ispassed from these authorized entities upon request of AHS by way of theAHS network. Standard communication protocols are used.

f. Internet (public, secured access):

1. AHS and all its components are linked to the Internet for access toweather, mapping systems for driving directions and other non-emergencytraffic information. Real-time information is gathered from weather,traffic and/or emergency conditions related to highway travel andcommunicated by request or with all “relevant” vehicles activelyoperating in the AHS.

3. Security:

In today's automated world, tampering or hacking into computerizedsystems through either software or hardware (wireless or otherwise)intervention can occur. To protect itself from unauthorized software orhardware intrusion, AHS incorporates state-of-the-art technology todefend itself against such intrusions.

a. Highway:

1. Highway Control Unit(HCU) secured against unauthorized access

2. Internet Access security via Highway Control Unit (HCU).

3. Data encrypted and secured access.

b. Vehicle:

1. Wireless Internet Access security

2. Keys and Driver's License

3. Link Vehicle Operator's (VO)'s cell phone to VID during operation ofvehicle.

c. Highway and Vehicle:

1. Any personal data on the Vehicle Operator (VO) stored in any AHSdatabase is encrypted and access to any of this information has granularsecurity access.

2. Traffic Control Centers (TCC)s track commercial vehicles separatelyand track cargo transfer from one commercial vehicle to another and inmulti-modal environments.

d. Proximity Servers:

1. Secured firewall access/protection.

2. Data encrypted and secured access.

3. Granulated secured hierarchy access to data on a need to know basis.

4. Interfaces:

a. Communications:

1. 911 and 511 Services—Local, Regional State, provincial and Nationalfacilities. (e.g. Arimis System in Ohio and Kentucky).

2. Emergency Medical Services—Local, Regional State and Nationalfacilities

3. Backup/Recovery/Duplication:

AHS incorporates mirrored technology whereby all components includingprocessors, software, communication equipment and data storage (DASD) isduplicated in real time (mirrored). This process is incorporated intothe AHS system to prevent system down time due to hardware, software orpower failure. If a physical processor, software or data storage (DASD)device fails, for whatever reason, the accompanying mirroreddevice/software would continue the process without interruption.Notification to appropriate authorities would be given by AHS of thefailed equipment/software for repair.

FIG. 1 is a diagram of a system 100 for providing highway automation, inaccordance with an exemplary embodiment of the present disclosure.System 100 includes highway control unit 102, which is coupled tomirrored proximity server domain 106. Mirrored proximity server domain106 is coupled to automated highway system 104 and mirrored databases108, and each of these components can include one or more of thefunctions described above with respect to these components.

In addition, system 100 includes highway control unit locations 110,which can include separate highway control units or other suitablesensors. Each highway control unit location 110 is used to ensure thataccurate data is being generated for the system, such as by includingmultiple sensors at each on ramp, each off ramp, each lane and so forth.Each vehicle 112 has a vehicle control unit and performs processes asdescribed herein in greater detail, although vehicles lacking a vehiclecontrol unit can be accommodated to the extent disclosed herein.

FIG. 2 is a diagram of a system 200 for providing highway automation, inaccordance with an exemplary embodiment of the present disclosure.System 200 displays additional exemplary sensor locations for a straightsection of a road. Each vehicle 112 has a vehicle control unit andperforms processes as described herein in greater detail.

FIG. 3 is a diagram of a system 300 for providing highway automation, inaccordance with an exemplary embodiment of the present disclosure.System 300 displays additional exemplary sensor locations for anintersection. Each vehicle 112 has a vehicle control unit and performsprocesses as described herein in greater detail.

FIG. 4 is a diagram of a system 400 for providing highway automation, inaccordance with an exemplary embodiment of the present disclosure.System 400 displays additional exemplary sensor locations for a trafficcircle. Each vehicle 112 has a vehicle control unit and performsprocesses as described herein in greater detail.

FIG. 5 is a diagram of a system 500 for providing highway automation, inaccordance with an exemplary embodiment of the present disclosure.System 500 displays additional exemplary sensor locations for crosswalks. Each vehicle 112 has control units and processes as describedherein in greater detail.

FIG. 6 is a diagram of a system 600 for providing highway automation, inaccordance with an exemplary embodiment of the present disclosure.System 600 displays additional exemplary sensor locations for differentroad layouts. Each vehicle 112 has a vehicle control unit and performsprocesses as described herein in greater detail.

It should be emphasized that the above-described embodiments are merelyexamples of possible implementations. Many variations and modificationscan be made to the above-described embodiments without departing fromthe principles of the present disclosure. All such modifications andvariations are intended to be included herein within the scope of thisdisclosure and protected by the following claims.

1-20. (canceled)
 21. A system for controlling vehicles and for providingassistance to operated vehicles, comprising: a plurality of vehicles ona roadway; a plurality of sensors on the roadway; and an automatedhighway control system coupled to the plurality of sensors andconfigured to interactively communicate with each of the vehicles toprovide continuous tracking of each of the plurality of vehicles alongan entire length of the roadway.
 22. The system of claim 21 wherein eachof the plurality of vehicles further comprises a controller configuredto receive a control signal from the automated highway control systemand to change an operational state of the associated vehicle in responseto the control signal.
 23. The system of claim 21 wherein each of theplurality of vehicles further comprises a controller configured toreceive a control signal from the automated highway control system andat least one sensor signal and to change an operational state of theassociated vehicle in response to the control signal and the at leastone sensor signal.
 24. The system of claim 21 wherein each of theplurality of vehicles further comprises a controller configured toreceive a control signal from the automated highway control system andat least one sensor signal and to change an operational state of theassociated vehicle in response to the control signal and the at leastone sensor signal.
 25. The system of claim 21 wherein the automatedhighway control system is configured to generate a first message for afirst vehicle as a function of an activity of the first vehicle and atleast one second vehicle.
 26. The system of claim 21 wherein theautomated highway control system is configured to generate a firstmessage for a first vehicle as a function of an activity of the firstvehicle and a plurality of second vehicles.
 27. The system of claim 21wherein the automated highway control system is configured to generate afirst message for a first vehicle as a function of an activity of thefirst vehicle, at least one second vehicle traveling in a same lane asthe first vehicle and at least one vehicle traveling in an opposite laneas the first vehicle.
 28. The system of claim 21 wherein the automatedhighway control system is configured to generate a first message for afirst vehicle as a function of an activity of the first vehicle, atleast one second vehicle traveling in a same lane as the first vehicleand at least one vehicle approaching an intersection on a different roadthan the roan that the first vehicle is on.
 29. The system of claim 21wherein the automated highway control system is configured to generate afirst message for a first vehicle as a function of an activity of thefirst vehicle, at least one second vehicle traveling in a same lane asthe first vehicle and at least one vehicle approaching a controlledintersection on a different road than the roan that the first vehicle ison.
 30. The system of claim 21 wherein the automated highway controlsystem is configured to generate a first message for a first vehicle asa function of an activity of the first vehicle, at least one secondvehicle traveling in a same lane as the first vehicle and at least onevehicle approaching a controlled intersection on a different road thanthe roan that the first vehicle is on, and to control the operation ofthe intersection.
 31. The system of claim 21 wherein each of theplurality of vehicles further comprises a controller configured toreceive a control signal from the automated highway control system andto change a braking state of the associated vehicle in response to thecontrol signal.
 32. The system of claim 21 wherein each of the pluralityof vehicles further comprises a controller configured to receive acontrol signal from the automated highway control system and to change aforward movement state of the associated vehicle in response to thecontrol signal.
 33. The system of claim 21 wherein each of the pluralityof vehicles further comprises a controller configured to receive acontrol signal from the automated highway control system and to change areverse movement state of the associated vehicle in response to thecontrol signal.
 34. The system of claim 21 wherein each of the pluralityof vehicles further comprises a controller configured to receive acontrol signal from the automated highway control system and to changean acceleration state of the associated vehicle in response to thecontrol signal.
 35. The system of claim 21 wherein each of the pluralityof vehicles further comprises a controller configured to receive acontrol signal from the automated highway control system and to change adeceleration state of the associated vehicle in response to the controlsignal.
 36. The system of claim 21 wherein each of the plurality ofvehicles further comprises a controller configured to receive a controlsignal from the automated highway control system and to change adirection state of the associated vehicle in response to the controlsignal.
 37. The system of claim 21 wherein each of the plurality ofvehicles further comprises a controller configured to receive a controlsignal from the automated highway control system and to change a turnsignal indicator of the associated vehicle in response to the controlsignal.